When an aging model retires in favour of new-and-improved, what should you do? Wait for the replacement, or pick up the outgoing one – and likely at a clear-out price?

That’s the question for those who want an RDX, the smaller of Acura’s two sport-utilities. A new, third-generation version is coming for 2019, replacing the current one that’s been around since 2013. Full disclosure: My tester was a 2017, but the 2018 model is identical.

Three 2018 RDX trims are available, starting with the base at $42,390. An available Technology Package adds $3,000 and includes such items as navigation, surround-sound stereo, blind-spot monitoring, heated second-row seats, leather upholstery and dual-zone climate control. My tester was the top-line Elite at $47,390, which includes the Technology Package and then adds unique wheels, auto-dimming side mirrors, fog lights, parking sensors and ventilated front seats.

2018 Acura RDX Elite

Jil McIntosh, Driving

2018 Acura RDX Elite

Jil McIntosh, Driving

2018 Acura RDX Elite

Jil McIntosh, Driving

2018 Acura RDX Elite

Jil McIntosh, Driving

2018 Acura RDX Elite

Jil McIntosh, Driving

2018 Acura RDX Elite

Jil McIntosh, Driving

2018 Acura RDX Elite

Jil McIntosh, Driving

2018 Acura RDX Elite

Jil McIntosh, Driving

2018 Acura RDX Elite

Jil McIntosh, Driving

2018 Acura RDX Elite

Jil McIntosh, Driving

2018 Acura RDX Elite

Jil McIntosh, Driving

2018 Acura RDX Elite

Jil McIntosh, Driving

The all-new RDX will be powered by a 2.0L turbocharged four-cylinder engine with more torque than the current engine, mated to a ten-speed automatic. “More power” is always a selling point, but frankly, I often find small turbos harsh and jumpy in larger vehicles, and thirsty when you’re hard on the throttle.

Of course, not having driven it yet, I don’t know if the new RDX will be like that. But I’m very fond of the current engine, a naturally-aspirated 3.5-litre V6 that makes 279 horsepower and 252 lb.-ft. of torque, and I’m actually sorry to see it go. It’s smooth, acceleration is linear, it’s a good fit for the vehicle’s size and it has variable cylinder management, which shuts off some of the cylinders for better fuel economy when full power isn’t needed. The six-speed automatic transmission works really well with this engine, and the whole driveline package – including the standard all-wheel drive – is a well-done and decent performer.

It’s unfortunate, then, that the rest of the RDX feels old. It bangs hard over bumps and sways from side to side whenever the road isn’t smooth, like a boat caught in another one’s wake. It goes where you point it, but the steering feel is too light and vague. Acura’s supposed to be about sportiness, but the RDX’s suspension and handling feels more like that of a plain grocery-getter, and certainly not something that’s pushing close to fifty grand.

Equipped with good winter tires, as my tester was, the RDX is pretty much invincible in bad weather and had no trouble handling some very deep snow drifts before my rural route was plowed. But as weather-equipped as the bottom end is, the top end needs work. The wipers park below the defroster ducts, and they subsequently freeze up while you’re driving and can’t properly clean the glass. They’re rain-sensing, and like virtually all so equipped, they’re easily tricked by drizzle or light snow, and I had to keep manually turning them on to clear the windshield. Awesome winter capability doesn’t mean much, if you can’t see where you’re going.

The seats are supportive and comfortable, there’s lots of legroom in the rear and there’s plenty of cargo space. It’s easy to get in and out, and visibility is good from the driver’s seat. But the RDX’s interior also looks dated, with its wide expanses of pebbled plastic (made worse with my tester’s colour scheme, because nobody, no matter how expensive the machine, can make beige plastic look good).

The company’s dual-screen centre stack has taken its share of beatings from critics over the years, but I can see some merit in it, to a point. The lower screen can be tapped to access functions such as the stereo or phone connectivity. The upper screen, which isn’t touch-capable and is operated with a central knob, can be set to show the navigation system. What I like is that the map stays visible at all times, no matter what I’m doing on the screen below.

2018 Acura RDX Elite

Jil McIntosh, Driving

2018 Acura RDX Elite

Jil McIntosh, Driving

2018 Acura RDX Elite

Jil McIntosh, Driving

2018 Acura RDX Elite

Jil McIntosh, Driving

2018 Acura RDX Elite

Jil McIntosh, Driving

2018 Acura RDX Elite

Jil McIntosh, Driving

2018 Acura RDX Elite

Jil McIntosh, Driving

2018 Acura RDX Elite

Jil McIntosh, Driving

2018 Acura RDX Elite

Jil McIntosh, Driving

2018 Acura RDX Elite

Jil McIntosh, Driving

2018 Acura RDX Elite

Jil McIntosh, Driving

2018 Acura RDX Elite

Jil McIntosh, Driving

2018 Acura RDX Elite

Jil McIntosh, Driving

2018 Acura RDX Elite

Jil McIntosh, Driving

But overall, the infotainment system is clumsy to use. It will no doubt be better in the next generation, but for now, the controller and its menus are frustratingly unintuitive. It also lacks some functions you’d expect: I can use voice control to bring up a previous navigation destination, but it won’t let me enter a new address that way (it must be a data thing, since U.S.-market vehicles do). Instead, I have to manually punch it in. Not the end of the world overall, but at this price point, the voice that talks back to me through the system should be able to handle the job.

The climate system is simpler – simple is always good – save for the mode setting. You press the button at the very bottom of the centre stack, but the icon to tell you what you’re getting is at the very top of it, which I find distracting.

So what should you do? You’ll likely get the outgoing RDX for less than the upcoming one, and you can put it in your driveway right now without waiting. That said, it has its good points, but it definitely has its flaws. Be sure you can live with them before you sign on the dotted line.